Transmission with integrated electromagnetic torque converter

ABSTRACT

The inventors&#39; findings relate to a transmission for vehicles, comprising an input side configured for being coupled to a prime mover and an output side configured for being coupled to a driven element wherein the transmission comprises an electromagnetic torque converter (EMTC), wherein the EMTC has at least two output paths, namely the first output path coupled to a gear box which is preferably configured for being coupled to a drive shaft of the vehicle, and a second output path which is configured to be coupled to an auxiliary power provider. The inventors&#39; findings also relate to a vehicle driveline comprising said transmission. Furthermore, the inventors&#39; findings also relate to a vehicle comprising said vehicle driveline.

INTRODUCTION

The present patent application relates to a transmission with integratedelectromagnetic torque converter, a driveline comprising such atransmission as well as a vehicle comprising such a driveline.

It is to be understood that the invention may assume various alternativeorientations and step sequences, except where expressly specified to thecontrary. It is also to be understood that the specific devices andprocesses illustrated in the attached drawings, and described in thefollowing specification are simply exemplary embodiments of theinventive concepts defined herein. Hence, specific dimensions,directions or other physical characteristics relating to the embodimentsdisclosed are not to be considered as limiting, unless expressly statedotherwise.

The inventors' findings generally relate to vehicle drivetrains, forexample, those in off-highway material handling and constructionequipment, busses or passenger cars. In particular, the it relates to atransmission between a prime mover (typically but not limited to aninternal combustion engine) and a plurality of driven elements (such as,but not limited to a plurality of vehicle wheels, a final drive or adifferential).

The main function of the transmission is to match the speed of theplurality of driven elements and the prime mover and to facilitateoperation of the prime mover at its optimal operating point.Furthermore, the transmission should allow the vehicle to start movingfrom a stand still. To this end, a torque transmitting coupling deviceis used, which is typically a clutch or a hydraulic torque converter.Especially in automatic transmissions, a hydraulic torque converteroften is used to connect the prime mover to a gearbox (which typicallycomprises a plurality of gears and clutches or synchronizers). The mainadvantages of the hydraulic torque converter are the damping ofvibrations from the prime mover and a torque multiplication inherent toits operation.

The main disadvantages of hydraulic torque converters are however a lowefficiency at a wide range of operating points and a cooling system,which is necessary for proper operation. To address these disadvantages,the inventors' findings comprise of a new electromagnetic drivetrainsolution which offers unique advantages over existing drivetraintechnologies:

The current off-highway drivetrain technologies may be divided intothree main groups:

-   -   Hydrodynamic (HD) drivetrains, which typically comprise a        hydraulic torque converter and a stepped gearbox    -   Hydrostatic (HS) drivetrains, which typically comprise a        hydraulic CVT (formed of a pump and motor in series) and a        stepped gearbox or dropbox    -   Diesel-electric-electric (DEE) drivetrains, which typically        comprise an electric CVT (formed of a generator and a motor in        series) and a dropbox

Due to the use of the torque converter, hydrodynamic drivetrains arerelatively simple in terms of construction and as such very robust andinexpensive. Due to the high power density of the hydraulic torqueconverter, the installation volume is relatively small. A main drawbackof the hydrodynamic drivetrain is a comparatively low efficiency over awide range of operating points. As a result, fuel consumption ofhydrodynamic drivelines is comparatively high, which is no longeracceptable in the market. Furthermore, the hydrodynamic drivelinegenerally requires a large cooling system to remove heat that isgenerated in the torque converter, as a significant part of the powertransferred therethrough is lost.

Hydrostatic transmissions typically have a higher fuel efficiency andoffer increased operator comfort (through the use of the CVT), thisoffering advantages over hydrodynamic transmissions. However, the maindrawback of hydrostatic transmissions and related power-splitderivatives is cost, in both initial acquisition as well as highermaintenance costs due to the complex hydraulic drive system whichincludes filters and pumps.

The diesel-electric-electric drivetrain and other series-electricdrivetrain solutions have important advantages as well. Thesedrivetrains are very efficient, allow for low vehicle emissions, andneed little maintenance. Furthermore, they offer a high comfort andcontrollability and a flexible installation. Finally, they offer apossibility to have a series hybrid drivetrain in instances whereelectrical storage is added. The main drawbacks of electric drivetrains,however, are cost and installation space. Electric series hybrids oftenare currently too expensive and bulky to be a competitive alternative.The same is true for a series DEE driveline without storage due to thefundamentals of the technology, as all mechanical power is transferredto electrical power, which subsequently flows through a generator, apair of inverters and a motor. As such, all components in the drivetrain(a generator, a motor, and power electronics) need to be rated at fullpower resulting in increased costs and volume. Further, overall energylosses are still quite considerable.

SUMMARY OF INVENTORS' FINDINGS

The subject-matter of the pending claims is, inter alia, related to atransmission with an integrated EMTC.

The following non-limiting examples are shown in the following figures:

FIG. 1 relates to drivelines in which an internal combustion engine(ICE) is shown on the left hand side and a differential is shown on theright hand side.

FIG. 2A-2D show different arrangements of the primary rotor/secondaryrotor of EMTC alternatives. FIG. 2A, 2C, 2D show arrangements withconcentric rotors, while 2B shows an arrangement with an intermediaterotating stator that is magnetically coupled to the primary rotor andmechanically to the secondary rotor.

FIG. 3 relates to arrangements with different travelling directions forthe flux lines. The dual concept of a machine with radial flux andconcentric rotors is an axial flux machine with multiple aligned rotors.

FIG. 4 relates to a driveline comprising an EMTC (see also FIG. 1,alternative on the right.)

FIG. 5 [DETAIL] and FIG. 5 [SCHEMATIC] relates to a first embodiment ofthe transmission according the inventors findings in which the EMTC hastwo connections, namely EC1 and EC2 that are respectively supplying theinner rotor and fixed stator of the EMTC.

FIG. 6 relates to an arrangement in which two output shafts are arrangedconcentrically to each other.

FIG. 7A and FIG. 7B relate to different embodiments in which the EMTChas a first EC1 and a second EC2, wherein EC2 is directly electricalcoupled to the EMTC but is mechanically coupled with parts of thegearbox in between (=parts of the first output shaft). This mechanicalcoupling can be on the output shaft of the gearbox (FIG. 7A) or theinput shaft of the gearbox (FIG. 7B).

FIG. 8A and FIG. 8B are related to an embodiment in which the EMTC has aEC1 and wherein the EC2 is electrically coupled to EC1 but mechanicallyis coupled to the second output shaft at different locations. Thismechanical coupling can be on the input shaft of the EMTC (FIG. 8A). orthe shaft of the auxiliary units (FIG. 8B).

FIG. 9A, FIG. 9B and FIG. 9C are related to variants of FIG. 7A in wheredifferent physical positions are demonstrated.

FIG. 10A and FIG. 10B are related to variants of FIG. 8B in wheredifferent physical positions are demonstrated.

GENERAL ASPECTS RELATING TO THE CLAIMS

The inventors' findings are focused on a transmission for vehicles, on avehicle driveline comprising such a transmission in accordance with atleast one of the claims, preferably claims 1-14. Moreover, theinventors' findings are related to a vehicle comprising a drivelineaccording to one of the claims 1-14.

The transmission for vehicles comprises an input side configured forbeing coupled to a prime mover and an output side configured for beingcoupled to a driven element wherein the transmission comprises anelectromagnetic torque converter (EMTC), characterized in that the EMTChas at least two output paths, namely a first output path coupled to agearbox which is preferably configured for being coupled to a driveshaft of the vehicle, and a second output path which is configured to becoupled to an auxiliary power provider.

There are several embodiments of the transmission for vehicles accordingto the inventor's findings disclosed in this patent application.

In principle, FIG. 1 on the right (see also FIG. 4) shows the principalarrangement of a driveline/vehicle in which the transmission includingthe EMTC can be used. FIGS. 2A-2D show different EMTC alternatives; FIG.3 shows different rotor/stator arrangements. All these details of theEMTC itself are part of the inventors' findings.

Moreover, the EMTC is integrated into the transmission, as shown invarious embodiments below, especially in FIG. 5, FIGS. 7A-B, and FIG.8A-B.

In the following, several exemplary embodiments are discussed. It is tobe noted that any of the embodiments may be combined with another ifnothing else is otherwise clearly stated. It is also to be noted thatthe transmission including the EMTC can be part of any driveline,especially according to the general principle as shown in FIG. 1.

According to an embodiment, the prime mover is in internal combustionengine (ICE), an electric motor, and/or a turbine.

According to one embodiment, the driven element is a drive shaft, adifferential, a transfer case, and/or a disconnect system of a vehicledriveline.

According to an embodiment, a gearbox is a stepped gearbox, a CVT,and/or a combination of a CVT with a stepped gearbox.

According to an embodiment, the auxiliary power provider is a PTO (powertrade-off) generator, a charge pump for the operation of the gearbox, acharge pump for work hydraulics and/or any other vehicle subsystem.

According to an embodiment, the EMTC has a first output shaft and asecond output shaft, wherein these output shafts are connected to rotorsthat are either concentrically aligned (see FIG. 2A below) or in line(see FIG. 2B below).

According to an embodiment, the transmission comprises an electriccontroller to set the speeds of the shaft on the input side and on theoutput side in order to achieve an optimal performance of thetransmission, for instance by providing an operation at the optimalinternal combustion engine operating point, and/or to provide a maximaltorque at the output side.

According to an embodiment, the EMTC is directly used as a generator forany vehicle subsystem or load by providing a connection point on thelink from the electrical connection 1 to the electrical connection 2.(For details, see FIGS. 5, 7A-B, 8A-B.)

According to an embodiment, the EMTC is coupled to an energy storage.For instance, a DC/DC-converter is placed on links EC1 and EC2 such thatan electrical storage unit such as supercaps or a battery is added.

According to an embodiment, the EMTC has a radial-radial fluxarrangement, an axial-axial flux arrangement, and/or anaxial/radial-radial flux arrangement, as shown in FIG. 3 below.

According to an embodiment, the EMTC is not designed as a totaltransmission replacement but as a replacement for the hydraulic torqueconverter, the hydrostatic converter and/or series electrical converter.The EMTC may be integrated into the same housing as the rest of thetransmission/gearbox.

According to an embodiment, the EMTC is integrated with thetransmission's gearbox and comprises a DMPM with at least twomechanically or magnetically connected rotors, having two electricalports that supply one of the rotors either via slip rings and/or viarotating contactless transfer and the fixed stator; see, for instance,FIG. 5 below.

An embodiment provides that the EMTC is integrated with the gearbox ofthe transmission and comprises a DMPM with at least two mechanically ormagnetically connected rotors, one electrical port that supplies thefixed stator, and a separate electrical machine with a second electricalconnection linked to the electrical connection of the DMPM, and whereinthis machine is mechanically connected to the output shaft of the EMTCor the gearbox output shaft; see, for instance, FIGS. 7A-B.

A further embodiment provides that the EMTC is integrated with thegearbox of the transmission and comprises a DMPM with at least twomechanically or magnetically connected rotors, one electrical port thatsupplies the fixed stator, and a separate electrical machine with asecond electrical connection linked to the electrical connection of theDMPM, and wherein this machine is mechanically connected to the inputshaft of the EMTC or auxiliary output shaft of the DMPM, and preferablybeing mechanically connected to the input shaft; see, for instance,FIGS. 8A-B.

The term “EMTC is integrated with the gearbox” means that both,preferably, have a common housing, wherein the gearbox has, preferably,at least three gearwheels.

Furthermore, FIGS. 5, 7A, 7B, 8A, 8B have, as claimed in claim 1, twooutput paths (e.g., MO1 and MO2) on the output side and at least onemechanical input (MI) on the input side.

DESCRIPTION OF FURTHER DETAILS WITH REGARD TO THE FIGURES

By replacing the least efficient part of the hydrodynamic transmission,namely the hydraulic torque converter, with an electromagnetic powersplit device, the electromagnetic power split device offers a muchhigher efficiency while being able to be integrated with the rest of thetransmission. The electromagnetic power split device offers similaradvantages as the torque converter, such as torque multiplication anddamping of vibrations. FIG. 1 schematically illustrates a drivelineincluding the hydrodynamic transmission and a driveline including theelectromagnetic power split device, the driveline including theelectromagnetic power split device according to an embodiment of theinvention.

An electromagnetic torque converter integrated with the transmission(either within or adjacent the transmission housing) is based on theconcept of a dual mechanical port electrical machine (also known as anelectrical variable transmission, a 4-quadrant transducer, or amechanical and electrical two-port). The dual mechanical port electricalmachine has two rotors (one on the input shaft and one on the outputshaft) which are mechanically and/or magnetically coupled to transferpower at a speed ratio which is set by the electrical power flowing fromthe windings on the input rotor to a stator coupled on the output rotorvia two inverters which are placed back-to-back. This electromagneticpower splitting thus transfers a part of the power via an extremelyhigh-efficiency magnetic path (greater than about 98% efficiency) and apart of the power via a high-efficiency electrical path (greater thanabout 85% efficiency).

Replacing the hydraulic torque converter by an electromagnetic powersplit device based on a dual mechanical port electrical machine resultsin a highly efficient transmission with a continuously variabletransmission ratio (CVT) that provides a functionality superior to thatof the torque converter (by offering torque multiplication while dampingvibrations) with the same level of integration with a stepped gearbox toform the transmission. Compared to a series electric solution (such asthe DEE), efficiency may be increased while cost and installation spaceare reduced because only a portion of the power would be transferredelectrically. The electromagnetic torque converter (EMTC) can beintegrated with the gearbox in several ways which will be discussedhereinbelow.

Hydrodynamic transmissions are a very mature technology, and efficiencyimprovements thereto are typically based on modifications of the torqueconverter (such as lockup of an impeller and a turbine at high speedratios).

Series-electric transmissions all typically share the same basicstructure. In the series-electric transmission all mechanical power istransformed into electrical power by a generator and then transformedback into mechanical power by an electrical motor.

Dual mechanical port machines (DMPM) are found in technical literatureand the prior art in which they are employed as a continuously variabletransmission (CVT) in a variety of applications. However, the use ofDMPMs has been limited to the complete replacement of the transmission(mechanical) by a DMPM (used as an electrical variable transmission) andon the hybridization that arises from fitting such an electrical vehicletransmission with an electrical storage means. The concept of using anelectromagnetic torque converter (EMTC) integrated in a transmission,and pairing the EMTC with a stepped gearbox is unknown in the prior art.

The layout of an exemplary DMPM is shown in FIG. 2A. It is understoodthat the DMPM may have alternate arrangements. The input or primaryshaft is drivingly engaged with a rotor which is typically commutated bya primary inverter using a plurality of slip rings. The rotor creates arotating field in the DMPM. Alternately, it is understood that the DMPMmay employ a plurality of permanent magnets to create the rotatingfield. The field rotates a secondary rotor drivingly engaged with asecondary shaft at a fixed speed. By applying electrical power to afixed stator however, the speed of the secondary shaft may becontrolled. The electrical power that is extracted or added from theprimary shaft is either added or extracted by the stator on thesecondary shaft (except for losses inherent in the operation of thedevice).

Integral to the inventors' findings is also the variant (see FIG. 2B)where the primary and secondary rotor are magnetically coupled by arotating stator on the primary rotor and where the rotating stator ismechanically coupled to the secondary rotor. Although the two rotors noware less mechanically integrated and because the primary rotor can notbe magnetically coupled to the fixed stator, which may result in lowerpower density, cooling of the device and construction are simplified.The use of a DMPM configuration and the integration of the torqueconverter functionality with electrical machines integral in thetransmission remains. All such variations are intended to be within thescope and spirit of the inventors' findings, as long as a dualmechanical port machine is used in one of the possible layouts.

Integral to the inventors' findings are also the variants where on thesecondary side of the machine a connection to the input side or primaryshaft is provided. In FIG. 2C, an exemplary embodiment of such a variantis shown where the shaft of the secondary rotor is hollow and theprimary shaft is extended within this secondary shaft.

Integral to the inventors' findings are also the variants where the DMPMonly has one direct electrical port acting on the fixed stator and wherethe rotors on the primary and secondary shaft comprise of permanentmagnets. In these variants the DMPM will be electrically connected toanother machine providing electrical power to supply the stator. Themain concept however remains the transfer of power via the plurality of(magnetically) coupled rotors.

The DMPM may have many variations in electromagnetic topology, which areshown in FIG. 3, and variations on the technology may also be used. As anon-limiting example, variations on the technology may include inductionmachines, synchronous machines, and switched reluctance machines.

In the prior art, a DMPM device has been conceptualized as a replacementfor a transmission, and would thus need to be capable of delivering anentire spread of a conventional transmission. It is likely that a needfor slip rings and the necessity for a large installed electrical powerrating hinders acceptance of the concept.

Other known concentric rotor devices have been bulky and lack powerelectronic control. However, such devices do not employ the DMPM conceptand fail to appropriate power splitting without power electroniccontrol. The proposed control method employs rheostats, resulting in apoor efficiency.

In the prior art, none of the known devices consider drivingly engaginga DMPM device with a stepped automatic gearbox, nor do they consider theconnection and integration of an auxiliary drive, a PTO drive, and apump drive.

The purpose of the inventors' findings is to provide functionality thatat least is equal to that of a hydrodynamic transmission with ahydraulic torque converter in terms of torsional vibration cancellationand a torque multiplication and that allows launch and operation tooverdrive the transmission. The inventors' findings (circled in FIG. 4)comprise, inter alia, an electric machine including two rotors(concentric rotors for a radial-radial type of topology). One of therotors is drivingly engaged with an output shaft of the ICE and aremaining one of the rotors is drivingly engaged with an input shaft ofa gearbox. The electric machine also includes power electronicconverters in electrical communication with one of the rotors and thestator, a plurality of gears, and corresponding coupling devices for thegear sets.

An advantage of the inventors' findings is that due to the powersplitting and the electromagnetic power transfer, a high efficiency ofthe device is achieved with a low installed electrical power rating.Another advantage of the inventors' findings is that the electricalmachine components may be integrated within the transmission. Yetanother advantage of the inventors' findings is the possibility tointegrate the electromagnetic torque converter with the transmission ina manner so that no slip rings are required and the needed connectionsto hydraulic pumps are easily facilitated.

A first embodiment of the transmission including an electromagnetictorque converter (EMTC) is shown in FIG. 5. The transmission includingthe EMTC comprises a DMPM in driving engagement with an output shaft(not shown) of an ICE (not shown) and an input shaft of a gearbox. Apair of power electronic converters (not shown) is in electricalconnection with a pair of rotors of the EMTC. EC1 and EC2 are theelectrical connections from a primary rotor and a stator, respectively.The EMTC is positioned similarly with respect to the transmission as aconventional hydraulic torque converter. The transmission including theEMTC can be achieved using one of a plurality of topologies and motortechnologies, depending on the desired characteristics for a givenapplication. In a preferred embodiment, a topology without slip rings(such as the topology shown in FIG. 4) is used.

Integral to the inventors' findings is a variant which provides also aconnection to an input shaft on the gearbox-side as illustrated in FIG.6. Specifically, this type of connection can be used in the gearbox todrive a PTO, a hydraulic pump, or another auxiliary device. The drivingof such auxiliary devices may also be performed by the output shaft orthe drive connection of such auxiliaries may be located directly on theinput side.

A plurality of alternative layouts are possible by still integrating theDMPM in the transmission, but by moving a portion of the machine(typically an exciter portion) from the multiple-rotor structure toeither the output shaft or the input shaft. Although this may lead to alesser degree of integration in the torque converter part, and someembodiments may only be feasible with certain topologies ortechnologies, the integration of the torque converter functionality withelectrical machines integral in the transmission remains. All suchvariations are intended to be within the scope and spirit of theinventors' findings, as long as a dual mechanical port machine is used.

Although some embodiments are shown to include certain features, it isunderstood that any feature disclosed herein may be used together or incombination with any other feature on any embodiment of the inventors'findings.

Two specific series of embodiments, typically utilizing a variant of theDMPM such as in FIG. 2D are illustrated in FIGS. 7A to 8B. In both FIGS.7A, 7B, 8A, and 8B, the DMPM input (primary shaft) is annotated as MI,the secondary shafts are annotated as MO1 and MO2—where MO1 is the firstsecondary shaft which is mechanically connected to the input shaft MIand MO2 is the second secondary shaft which is only in magneticalconnection with the input shaft, the output shaft of the gearbox isannotated as MD and the two electrical connections to the EMTC andadditional machine are annotated as EC1 and EC2 respectively.

Embodiments where the exciter machine (stator 1 and inner rotor 1) or anadditional secondary machine (M) is connected either directly or viagears to the output shaft of the gearbox or the secondary shaft of theDMPM are shown in FIGS. 7A and 7B respectively.

Embodiments where the additional secondary machine (M) is connected tothe output shaft of the gearbox are shown in FIGS. 9A, 9B and 9C in moredetail. FIG. 9A shows a variant where the machine is placed on theoutput shaft in between gearings. FIG. 9B shows a variant where themachine is placed on the output shaft after the final gear. FIG. 9Cshows a variant where the machine is placed on the output shaftconnected to the final gear by means of additional gearing.

Embodiments where the exciter machine (stator 1 and inner rotor 1) or anadditional primary machine (M) is connected either directly or via gearsto the input shaft of the transmission either directly or via theconnection to the primary shaft on the output side of the DMPM are shownin FIGS. 8A and 8B respectively. This includes the connection of theadditional machine (M) on the auxiliary power connection of thetransmission.

Embodiments where the additional secondary machine (M) is connected tothe output side of the DMPM are shown in FIGS. 10A and 10B. FIG. 10Ashows a variant where the machine is connected next to the auxiliaryunits. FIG. 10B shows a variant where the machine is placed below theEMTC and is connected to the output side of the EMTC by means ofadditional gearing.

In a direct drive mode, almost all power is transferred magnetically andnear to zero power is transferred electrically. In this case the(electrical) speed of a primary side and a secondary side is equal. Whendeviating from this mode, a part of the power is transferredelectrically by controlling a slip speed of the electrical fields. Anelectronic controller (for example, based on a microcontroller) is usedto set the speeds of the fields and to control both power electronicconverters to let the transmission and the prime mover (for example, anICE) operate at their optimal points.

The power electronic converters on the primary machine and the secondarymachine may also be connected to a means of electrical energy storage(such as, but not limited to a plurality of batteries, a plurality ofsupercapacitors, or an electromagnetic flywheel) to realize a hybriddrivetrain solution.

The power electronic converter of at least the primary machine or thesecondary machine can be connected to a means of electrical energystorage (such as, but not limited to a plurality of batteries, aplurality of supercapacitors, or an electromagnetic flywheel) and/or anelectrical network in the vehicle to feed electrical auxiliaries.

The power electronic converter of at least the primary or secondarymachine can be connected to a means of electrical energy storage (suchas, but not limited to a plurality of batteries, a plurality ofsupercapacitors, or an electromagnetic flywheel) and/or an electricalnetwork in the vehicle to obtain a start/stop functionality of thetransmission.

The DMPM can be designed as a torque converter which is integrated withthe gearbox and the drive of auxiliaries to form the transmission. Theleast efficient portion of a conventional hydrodynamic transmission, thehydraulic torque converter, is replaced with an electromagnetic powersplit device which offers similar advantages as the torque converter(such as torque multiplication and damping of vibrations) with the samelevel of integration, but at a much higher efficiency.

Additional advantages of the DMPM as a torque converter are:

-   -   A high efficiency over a wide operating range    -   The electromagnetic power split, which offers a reduced power        rating for power electronics and machine windings without the        use of an epicyclic gearset    -   An integrated design which is more compact and cost effective        than the use of separate machines    -   Torsional vibration cancellation

All of the embodiments shown herein and described hereinabove, can berealized with or without slip rings.

All of the embodiments as shown herein and described hereinabove, canrealize the connection of the PTO and/or an auxiliary hydraulic pump tothe input shaft as in a conventional transmission, especiallypowershifting wet plate transmissions.

In the following, several embodiments of the EMTC arrangement accordingto the inventors' findings are shown. In view of the above, specialreference is made to FIGS. 5, 7A, 7B, 8A, 8B.

In all embodiments, a mechanical input (MI) is connected to the EMTC(left of the EMTC). In all embodiments, an electrical connection 1 (EC1)and an electrical connection 2 (EC2) are provided. In all embodiments,EC1 is directly connected to the EMTC (see upper side of the EMTC). Thelocation of EC2 is different according to different embodiments (seeFIGS. 5-8B for details). All of the embodiments show an EMTC, a gearboxof the transmission, and auxiliary units. In all cases, the output ofthe gearbox is denoted as MD (mechanical driveline). Furthermore, in allembodiments the mechanical output 1 of the EMTC (MO1) is connected tothe auxiliary units, wherein the mechanical output 2 (MO2) connects theEMTC and the gearbox, as shown in patent claim 1 and all of thedependent claims, for example. FIGS. 7A-8B show an additional primarymachine (denoted as M) which is connected to the electrical connection2.

Several alternative embodiments are shown in which the EMTC has amechanical input connectable to a prime mover, such as an ICE, and atleast two output paths, wherein at least the second output path (MO2) isconnected/coupleable to a gear box and wherein the gearbox is finallyconnectable to a driven element (see MD, connectable to a differential,a drive shaft etc.).

In accordance with the provisions of the patent statutes, the inventors'findings have been described in what is considered to be exemplaryembodiments. However, it should be noted that the invention can bepracticed otherwise than as specifically illustrated and describedwithout departing from its spirit or scope.

1-16. (canceled)
 17. A transmission for vehicles, comprising: an inputside configured for being coupled to a prime mover and an output sideconfigured for being coupled to a driven element wherein thetransmission comprises an electromagnetic torque converter (EMTC),wherein the EMTC has at least two output paths, namely the first outputpath coupled to a gear box which is preferably configured for beingcoupled to a drive shaft of the vehicle, and a second output path whichis configured to be coupled to an auxiliary power provider.
 18. Thetransmission according to claim 17, wherein the prime mover is aninternal combustion engine, an electric motor, and/or a turbine.
 19. Thetransmission according to claim 17, wherein the driven element is adrive shaft, a differential, a transfer case, and/or a disconnect systemof a vehicle driveline.
 20. The transmission according to claim 17,wherein the gear box is a stepped gear box, a CVT, and/or a combinationof a CVT with a stepped gearbox.
 21. The transmission according to claim17, wherein the auxiliary power provider is at least one of a PTO, agenerator, a charge pump for the operation of the gearbox, a charge pumpfor the work hydraulics, a vehicle subsystem, and an external load. 22.The transmission according to claim 17, wherein the EMTC has a firstoutput shaft and a second output shaft wherein these output shafts areconnected to rotors that are one of concentrically aligned and in line.23. The transmission according to claim 17, wherein the transmissioncomprises an electronic controller to set the speeds on the input sideand on the output side in order to achieve an optimal performance of thetransmission preferably by providing at least one of operating aninternal combustion engine at an optimal operating point and providing amaximal torque at the output side.
 24. The transmission according toclaim 17, wherein the EMTC is directly used as a generator for at leastone of a vehicle subsystem and a load by providing a connection pointbetween a first electrical connection and a second electricalconnection.
 25. The transmission according to claim 17, wherein the EMTCis coupled to an energy storage device on connection point between afirst electrical connection and a second electrical connection.
 26. Thetransmission according to claim 17, wherein the EMTC has one of aradial-radial flux arrangement, an axial-axial flux arrangement, and anaxial/radial-radial flux arrangement.
 27. The transmission according toclaim 17, wherein the EMTC is a replacement for one of a hydraulictorque converter, a hydrostatic converter and a series electricalconverter.
 28. The transmission according to claim 17, wherein the EMTCis integrated with a gearbox of the transmission and comprises a dualmechanical ports electric machine (DMPM) with at least two mechanicallyor magnetically connected rotors, having two electrical ports thatsupply one of the rotors using slip rings or a rotating contactlesstransfer and a fixed stator.
 29. The transmission according to claim 17,wherein the EMTC is integrated with a gearbox of the transmission andcomprises a dual mechanical ports electric machine (DMPM) with at leasttwo mechanically or magnetically connected rotors, one electrical portthat supplies a fixed stator and a separate electrical machine with asecond electrical connection linked to the electrical connection of theDMPM and wherein the separate electrical machine is mechanicallyconnected to an output shaft of the EMTC or an output shaft of thegearbox.
 30. The transmission according to claim 17, wherein the EMTC isintegrated with a gearbox of the transmission that comprises a dualmechanical ports electric machine (DMPM) with at least two mechanicallyor magnetically connected rotors, one electrical port that supplies afixed stator and a separate electrical machine with a second electricalconnection linked to the electrical connection of the DMPM and whereinthe separate electrical machine is mechanically connected to one of aninput shaft of the EMTC and an auxiliary output shaft of the DMPM.
 31. Atransmission for a vehicle driveline, comprising: an input sideconfigured for being coupled to a prime mover and an output sideconfigured for being coupled to a driven element wherein thetransmission comprises an electromagnetic torque converter (EMTC),wherein the EMTC has at least two output paths, namely the first outputpath coupled to a gear box which is preferably configured for beingcoupled to a drive shaft of the vehicle, and a second output path whichis configured to be coupled to an auxiliary power provider.
 32. Avehicle driveline for a vehicle, comprising: a transmission, comprising:an input side configured for being coupled to a prime mover and anoutput side configured for being coupled to a driven element wherein thetransmission comprises an electromagnetic torque converter (EMTC),wherein the EMTC has at least two output paths, namely the first outputpath coupled to a gear box which is preferably configured for beingcoupled to a drive shaft of the vehicle, and a second output path whichis configured to be coupled to an auxiliary power provider.